holloway



(No Model.) 2 Sheets-Sheet 1.

G. HOLLOWAY.

GHILDS CARRIAGE. F

N. 393,233. Patented Nov. 20, 71888.

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2 Sheets-Sheet (No Model.)

G. HOLLOWAY.

GHILDS CARRIAGE.

Nix 393,233.

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Patented Nov. 20, 1888.

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PATENT GEORGE HOLLOXVAY, OF BUFFALO, NEW YORK.

CHILDS CARRiAGE.

SPECIFICATION forming part of Letters Patent No. 393,233, dated November 20, 1888.

Application filed March 520, 1888. Serial No. 267,805. (No model.)

To all whom it may concern.-

Be it known that I, GEORGE HOLLOWAY, of Buffalo, in the county of Erie and State of New York, have invented new and useful Improve ments in Childrens Carriages, of which the following is a specification.

This invention has for its object to provide an ordinary childs carriage with movable runners, whereby the wheels of the carriage can be raised above the ground and the runners be lowered when it is desired to use the carriage as a sleigh, or the runners be raised and the wheels lowered when it is desired to use the carriage in the ordinary manner.

The invention consists of the improvements which will be hereinafter fully described,and pointed out in the claims.

In the accompanying drawings, consisting of two sheets, Figure 1 is a side elevation of a carriage provided with my improvement, showing the wheels raised and the runners in an operative position. Fig. 2 is a fragmentary sectional elevation on an enlarged scale of the rear portion of the running gear with the wheels elevated. Fig. 3 is a similar viewof the front portion of the running-gear. Fig. 4 is a fragmentary sectional elevation of the rear portion of the runninggear with the wheels in operative position and the runners elevated. Fig. 5 is a fragmentary sectional rear elevation on an enlarged scale of the running-gear with the runners depressed. Fig. 6 is a similar View with the runners raised. Fig. 7 isa fragmentary front elevation of the running-gear on an enlarged scale with the runners lowered. Fig. 8 is a perspective view of the mechanism for raising and lowering the rear portions of the runners, showing the rearcrank-shaft and lever in the position in which the runners are elevated. Fig. 9 is a similar view of the same parts with the crank-shaft and lever in the position in which the runners are depressed.

Like letters of reference refer to like parts in the several figures.

A represents the body of the carriage. A is the main frame, which may be of any wellknown construction, and A are the wheels mounted on the axles a a secured to the main frame.

B B represent supporting bars or straps secured to the under sides of the longitudinal bars a a of the main frame A by screws or other suitable means.

0 0 represent two transverse horizontal crank-shafts arranged at opposite ends of the carriage-frame and journaled in bearings 0 formed in the supporting-frames B B. The latter are preferably constructed of wroughtiron and the bearings c are formed by bending the ends of the frame around the crank-shafts G O, as clearly shown in the drawings.

(1 d represent the cranks formed respectively at opposite ends of the shafts O O.

E E represent the runners arranged on the inner sides of the wheels A and each provided at opposite ends with upward extensions or arms F F, which are pivoted at their upper ends to the cranks of the shafts G O. The arms F at the front ends of the runners are bent or inclined rearwar ly, and the arms F at the rear ends of the runners are inclined forwardly, as shown in Figs. 1, 2, and 3.

g 9 represent braces connecting the arms F F of the two runners. h represents an actuating-lever secured centrally to thefront crankshaft, 0, whereby the latter is turned.

M represent stops arranged at the upper end of each front arm, F, of the runners on opposite sides of the crank-pins, whereby the movement of the cranks (Z is limited in either direction when the runners have been properly raised or lowered. \Vhen the runners are depressed, the cranks (I bear against the upper stop, 1, and when the runners are elevated the cranks bear against the lower stops, 2'. The elastic arms of the runners tend to spring outwardly, and thereby hold the stops '5 t" firmly against the cranks (1. Upon swinging the lever h upwardly into the position shown in Fig. 3 the shaft 0 and its cranks d are given a half-turn, thereby depressing the front portions of the runners E F/ and raising the front wheels from the ground. The arms F F are preferably formed in one piece with the runners, and the parts are constructed of wroughtiron or other suitable material possessing sufficient elasticity to permit the runners and arms to spring or yield in turning the crankshafts. Upon swingingtheleverh downwardly the cranks d are moved upwardly, whereby the runners are elevated and the front wheels are depressed and brought into an operative position.

If desired, the stops i t may be omitted and the lever h bear against the front axle, a,when in its raised position and against the front brace, g, when in its depressed position, whereby the same result will be obtained; but I prefer to employ the stops t t", as the form and location of the front axle in some carriages are such that it cannot be used as a stop for the lever.

j represents an arm secured to the rear crankshaft, 0, and J is a curved actuating-lever pivoted to the arm j and provided with a short arm or nose, j. Upon raising the free end of the lever J by means of the foot the nose j bears against the shaft 0, thereby limiting the further swinging movement of the lever on the armj and rendering the lever practically rigid. As the upward movement of the lever is continued, the armj is moved forwardly until the shaft 0 and its cranks d are given about a quarter-turn. \Vhcn the cranks have passed slightly beyond the quarter, the elastic arms F, which have been sprung by the partial turn of the shaft, complete the movement of the crank by their reaction, thereby bringing the cranks into the position represented in Figs. 2, 5, and 9, depressing the runners and elevating the wheels. \Vhen it is desired to raise the rear portions of the runners and lower the rear wheels, the outer end of the lever J is depressed by the foot to the position represented in Figs. 4, 6, and 8. The inner portion of the lever finds a fulcrum on the shaft G, and as it is depressed it draws the arm j forwardly, thereby turning the shaft 0 and cranks d to the position represented in Figs. 4 and 6 and raising the runners. The upper ends of the rear arms, F, are provided with stops j, similar to those of the front arms, which stops limit the movement of the rear cranks, d, in either position of the runners. By this construction of the lever the operator is enabled to turn the rear crank-shaft with a comparatively short stroke of the foot, as the lever performs buthalf the movement of the shaft while the elastic arms F perform the remaining portion of its movement.

It will thus be seen that the elastic arms of the runners by their tendency to spring outward] y prevent the cranks from turning backward] y after the latter have passed the deadcenter, and in conjunction with the crankstops hold the runners in an elevated or depressed position. XVhen the road is bare of snow for a considerable distance, the runners are raised at both ends and the carriage is run on the wheels, but when only a short distance of the road is bare, the rear portion of the runners need only be raised and the carriage be run on the rear wheels by tilting the same.

It is obvious that the rear crankshaft may be provided with an ordinary lever like that ecured to the front crankshaft; but I prefer to employ the lever J, as the rear portions of the runners require more frequent ad J ustment than the front portions.

If desired, the lever J may be operated by hand by means of a cord or strap attached to a loop, it, formed at the outer end of the lever and terminating near the handle of the carriage.

My improved sleigh attachment is very simple in construction and conveniently operated, and it can be readily applied to carriages already in use.

I claim as my invention 1.. The combination, with a carriage'frame having axles rigidly secured thereto and wheels mounted on said axles, of transverse crankshafls journaled in opposite ends of the carriage-frame, movable runners provided at opposite ends with yielding arms forming extensions of said runners and connected to the crank-shafts, and an independent actuatlnglever secured to each of said shafts, whereby the runners are raised and lowered at either end of the carriage-frame independently, substantially as set forth.

2. The combination, with a carriage'frame having axles rigidlysecnred thereto and wheels mounted on said axles, of transverse crankshafts journaled in opposite ends of the carriage-frame and each provided with an independent actuating-lever, movable runners pro vided at opposite ends with yielding arms attached to the cranks of said shafts, and stops for limiting the movement of said cranks, substantially as set forth. 3. The combination, with the frame of a wheeled carriage and the horizontal shafts (J G, journaled in said frame and provided with cranks d. d, and actuating-levers, of runners E E, having yielding arms or extensions F F, attached to the cranks d d, and stops 2' i, arranged at ,the upper ends of said extensions on opposite sides of the crank-shafts, substantially as set forth.

l. The combination, with the frame of a wheeled carriage and the horizontal shafts U G, journalcd in the carriage-frame and provided with cranks d d, of runners E E, having arms F F, pivoted to said cranks, an arm,

j, mounted on one of said shafts,and a lever,

J, pivoted to the arm j and provided with a nose, j, adapted to bear agai nst the shaft, substantially as set forth.

5. The combination, with the wheeled carriage-frame and the straps BB, secured thereto, of horizontal shafts G O, journaled in bearings formed in said straps and provided with cranks d d and actuating-levers, and runners E E, having arms F F, pivoted to said cranks, substantially as set forth.

\Vitness my hand this 12th day of March, 1888.

(.l EOl-ltl IE HOLLOWAY.

\Vitnesscs:

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